2017 Dodge Challenger Coupe

Manufacturer Offer

* Disclaimer(s)

For well-qualified buyers. Not all buyers will qualify for the lowest rates. Must receive financing through Chrysler Capital. Example down payment is 10%. Monthly charge is per $1,000 financed - see table below. This rate is for estimation purposes only. You may not be able to finance your vehicle at this rate. See dealer for details. Must take retail delivery by 10/02/2017.

APR RATE

36 Months

48 Months

60 Months

72 Months

0.0%

$27.78

$20.83

$16.67

$13.89

1.9%

$28.60

$21.65

$17.48

$14.71

2.9%

$29.04

$22.09

$17.92

$15.15

3.9%

$29.48

$22.53

$18.37

$15.60

4.9%

$29.93

$22.98

$18.83

$16.06

5.9%

$30.38

$23.44

$19.29

$16.53

6.9%

$30.83

$23.90

$19.75

$17.00

(1) Southeast Regional Bonus Cash SECJL Residency restrictions apply. See dealer for details. Must take retail delivery by 10/02/2017.
(2) Southeast 2017 Bonus Cash SECHA Residency restrictions apply. See dealer for details. Must take retail delivery by 10/02/2017.
(3) Southeast 2017 Retail Bonus Cash SECHA1 Residency restrictions apply. See dealer for details. Must take retail delivery by 10/02/2017. Truth in Lending Act Disclosure:
Down payment will vary with APR and credit. For example, 0.0% APR with $2,500 down payment provides for 36 monthly payments of $27.78 per $1000 financed for qualified buyers. 0.9% for a term of 48 months corresponds to a monthly cost of $21.22 per $1000 financed.
1.9% for a term of 60 months corresponds to a monthly cost of $17.48 per $1000 financed.
3.9% for a term of 72 months corresponds to a monthly cost of $15.6 per $1000 financed. The rates described are for estimation purposes only; you may not be able to finance at this rate.

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Reviews

Driving Impression

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Challenger’s 3.6-liter V6 makes 305 horsepower and 268 pound-feet of torque with the 8-speed automatic, with enough oomph to feel like a muscle car, never short on acceleration for passing.

The different models have different suspension setups, so they ride and handle differently, but any Challenger is stable and predictable even on twisty roads. The SXT and R/T offer a ride that’s almost luxurious, on their taller sidewalls.

Muscle cars are hardly known for cornering, but the Challenger SXT is firm enough to do that fairly well. A Challenger isn’t as quick-handling as a Mustang or Camaro, but the electric power steering is accurate and nicely weighted. It can be driven quickly.

The Hellcat is very easy to drive for a car with such a humongous amount of horsepower. Its power steering is hydraulic, which gives it more road feel, while its 4500 pounds gives it a feeling that’s anything but delicate. The Hellcat dampers are high-tech Bilsteins, but there’s an available adaptive suspension whose Normal mode isn’t much firmer than the standard SXT. Optional Pirelli P Zero performance tires give the Hellcat heaps of grip on dry pavement, but they’re scary on snow or ice. Big Brembo brakes inspire about as much confidence as you can have in a 4500-pound car that can go 200 miles per hour.

Our seat time in the Hellcat included one 30-minute blast at daybreak on a remote Oregon road that twisted upward into the mountains. We didn’t pass a single car in either direction. We drove it like we stole it, which to say almost as fast as we could without risking tossing it over a cliff. We reached the small town for coffee in about half the time it took 24 other autojournos driving different high-performance cars, and our smile was twice as broad. Mind-blowing acceleration out of corners and a quick-shifting 8-speed automatic transmission will do that to you. The Hellcat was indeed a beast, but we were almost amazed by how composed it remained.

Walk Around

Editor:

New Car Test Drive

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The Challenger is a retro design all the way, with shapes that date to the original car from 45 years ago. The 2017 car looks very similar to the 2008 model that marked the rebirth of the Challenger. The Shaker hood with the power bulge is totally throwback to the Sixties.

Interior Overview

Editor:

New Car Test Drive

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Even the hounds tooth cloth trim, optional on the SXT and R/T, is throwback. Like the 1971 Challenger, the center console rises on the passenger side. Otherwise the Challenger feels like a luxury coupe inside. There’s a high-tech 7.0-inch customizable instrument cluster TFT screen, and an optional 8.4-inch touchscreen with sharpened resolution and quicker software for infotainment.

Acoustic glass and heavy sound insulation keep the cabin noise down even with high-performance tires. The Hemi’s engine noise enters the cabin, but being able to hear the engine is a good thing.

The front seats would be at home in a Mercedes, especially when they’re Nappa leather. Not so the rear seat, where there’s room for three (for short periods of time), but there’s less headroom than the Challenger’s size would suggest. And climbing in through the front doors takes some contortion.

The trunk is nearly huge, at 16.2 cubic feet, more space than some midsize sedans. It’s wide, long and shallow, able to fit several large suitcases, making this muscle car a good traveling car.

The thick roof pillars and high beltline detract from visibility, and a rearview camera isn’t standard on the base SXT.

Summary

Editor:

New Car Test Drive

“”

If you need to justify the Challenger, start with the supercharged 707-horsepower Hellcat. After that, it’s only because it’s a MoPar. The Hemi engines are good, but so are Ford and Chevy V8s. The V6 is good too, but a V6 Challenger has to be all about looks. The handling is eminently better than back in the original muscle car days. Neither the 8-speed automatic nor 6-speed manual transmission will disappoint.

Sam Moses wrote this review, with staff reports by The Car Connection.